Administrator of



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4 Sheets-Sheet 2 (No Model.)

J. D. WILLOUGHBY, Deod.

D. E. ADAMS, administrator.

SPU @vERNloiR-.FGR STEAM-ENGINES. No.` 282,480.

Patented Aug-. 7, 1583.

/TNESSES A Homey N. PETERS. Phew-Lithograph Wilhmm D. C.

(No Model.) 4 Sheets-Sheet 3.

J. D. WILLOUGHBY, Deod.,

D. E. ADAMS, administrator. v "SPEED GOVERNOR .FOR STEAM ENGINES.

No. 282,480. Patented Aug. 7, 1883.

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(No Model.) 4 Sheets-Sheet 4.

J. D. WILLOUGHBY, Deo'd.

D. E. ADAMS, administrator. SPEED GOVERNOR EUR STEAM ENGINES.

No. 282,480. Patented Anug. 7, 18183'.

UNITED STATES PATENT EFICE,

DAvID E. ADAMs, -oE Prius-Dune, PENNSYLVANIA, ADMINIsTEAToE `or JAMES D. wILLoUGHBY, DEoEAsED.

SPECIFICATIONl formingpart of Letters Patent No. 282,480,` dated August 7, 183.

Application men May 10,1ee3.` (No model.)

To all whom, it may concern: I

Be it knownthat J AMEs D. WILLOUGHBY,

deceased, late of Pittsburg, county of Allegheny, and State of Pennsylvania, did invent a new and useful Improvement in Speed-Gov ernors, of which the following is a specication.

This invention relates to an improvement in speed-governors for steam-engines, the object of the same being to provide means for positively regulating the speed of the engine,`

whether the same be lheavily loaded or with no load at all; and with these ends in view my invention consists in certain details in construction and combinations of parts, as will be 'more' fully explained, and pointed out in the claims.

In the accompanying drawings, Figure l is a perspective view 'of my improved governor. Fig. 2 is a side View of the same. Fig. 3is a vertical sectional `view through the sliding shaft. Fig. 4 is a detail view of the fly-wheel frame D. This frame D isprovided on top shaft E is journaled and moves.

with the bearings b, inwhich the horizontal The horizon-l tal shaft E is connected directly with the main driving-shaft of the engine (not shown in the drawings) by a suitable chain or belt, which latter passes over the sprocket or belt wheel F on the horizontal shaft E, and moves it simultaneously with the main driving-shaft. The hori zontal shaft E is also provided with the two-part drum G, the operating-cam H, operating-collar I, and suitable gearing, adapted to move one part of the'drum` at a greater speed than the remaining portion. This drum G2 is composed of the parts G and G2, the part Gbeing rigidly secured tothe shaft E andh provided with the` annular flange c, againstwhich the arms J bear, while the part G2 is loosely secured thereto and forms one side of the drum. nThese arms J (two in number) aresemicircular in shape, and are about the width of the inner face of the flange, so that when the arms` bear against the said fiange the greatest amount of frictional contact between the surfaces will be produced. The arms J are provided with thel enlarged heads or hubs d, by which they are secured to the inner face of' the spokes e of 5 5 .their proper position they form nearly a com plete circle, and are pivoted to the spokes e on opposite sides of the hub, so as to enable both arms to be thrown outward against the flange c by centrifugal force and create a friction.

K are springs secured to each arm J, and are adapted to bear against the hub of the portion G2, iiy, or friction, and hold the arms outward and prevent them, when the machine is traveling at a slow rate of speed, from falling on the hub and producing noise, which would take place when the centrifugal force was not sufficient to hold'the arms against the iiange of the part G of the drum or wheel G.

L is a bevel-gear wheel rigidlysecured to v the portion G of thefly or friction wheel, and is adapted to mesh with the bevel-gear wheel L', journaled on an arm, f, of the sleeve M, which latter is rigidly secured to the shaft E and moves therewith. This bevel-wheel L also meshes with the loose bevel-wheel L2, to `which latter the pulley or chain wheel L3 is rigidly secured.` The chain wheel 'or pulley L3 is provided with means for attaching one end ofthe chain N thereto, while the other or lower end of the chain passes downward and isI secured to the upper end of the arm P, onv which re movable weights, Q, are adapted to be placed when it is desired to increase the speed of the machine. The weighted arm` P is provided near its upper end with the slot Q, in which the end of the horizontal armof the bellcrank lever It works. This bell-crank is pivoted to the frame at b', and its vertical arm 'i is provided at its upper end with the finger t', adapted to engage with the annular groove H in the cani H, or in a collar rigidly secured to the cam, which latter rests directly over the roller IOC' S, secured to the valve-stem T, and regulates f the admission of steam. The valve-stem 'I withl the openings in the globe around the same, and allows the steam to pass into the cylinder of the engine. This hand movement and low position of the valve are necessary to free it from the operation of the cam and allow the valve to stand open when starting or stopping the engine.

In starting or stopping the engine the throttle-valve is made use of in stopping to prevent the engine from standing on a dead-point, and in starting the engine to admit the necessary amount of steam to get up the speed desired, after which the valve is liberated from the position in which it was held by the hand.-

lever, and is then controlled by the cam. The

construction and form of the cam are shown in Fig. 5. The two ends Z and Z of the samer are of a size suflicient to hold the valve in a closed position, while that portion between the dotted lines is cut away more or less to allow the stem to alternately rise and wholly or partly open the ports. After the engine has been started and speed'obtained to produce friction enough between .the arms J and the part G of the drum to overcome the weights the shaft E is automatically moved to the left, as will be hereinafter more fully described, and moves with it the cam. As the cam moves along the 'cut-away portion thereof comes above ther roller and allows the ports to open their full width, which starts the machines, the latter settling itself down to a steady speed.

To start the engine, the hand-lever V is moved down in the L-shaped slot and secured in the horizontal arm thereof, which opens the port and permits steam to enter the engine sufficient to run it. After the engine is started vthe hand-lever V is liberated from the slot, and the motion of the valve controlled by the cam. Motion is transmitted from amain shaft to the shaft E through the intervention of a suitable chain or belt. As this shaft E revolves the larger portion, G, of the drum, being rigidly secured thereto, necessarily revolves at the lsame rate of speed therewith, but the smaller portion, G2, of the said flywheel, being loosely journaled on the said shaft or hub of the drum, is free to revolve independently of the remaining portion, but, being' in gear with the wheel L, which is journaled to a sleeve rigidly secured to the said shaft, is also caused to revolve in the same direction therewith.

As before stated, the portion G2 ofthe drum G` is loosely journaled on the shaft E, but is in gear with the bevel-wheel L through the intervention of thebevel-wheel'L, whilethe said bevel L is also in gear with the bevel-wheel L2, which, when the engine is running at a steady speed, remains stationary, and merely performs the function of a rack-bar. Now, it follows that if the lbevel-wheel L were merely a clutch to engage the portion G2 of the fly-wheel G, the said portion would only be revolved at the same speed with the remaining portion thereof. But in addition to performing the office of a clutch, as it does, and simply turning the portionv G2 ofthe ily-wheel G at the same speed with the remaining portion thereof, it also revolves once on its own axis by means of its engagement with the rack before described, which rotary motion is imparted to the bevel# wheel L, secured to the portion G2 of the fly, and consequently causes it to be revolved once at each revolution of the shaft by the rotary motion of the bevelwheel L alone. From the foregoing it will be seen that at each revolution of the shaft E the portion G2 of the fly-wheel is caused to revolve once by its simple engagement with the bevel-wheel, L (the same as if the said bevel-wheel were a clutch vrevolving with the shaft E) and once by each complete revolution of the bevel-wheel L on its own axis, thereby making two revolutions while the-remaining portion thereof is making one. After the engine has been started the ports m are opened to their full extent, and the vchain N is carried around the pulley L3 until the friction balances the weight. If the speed of the engine should increase, the arms J` are thrown outward with increased force by centrifugal action, and produce considerable friction between the arms J and the flange c, which increases as the speed increases. Before the machine is started, however, a predetermined number of weights, Q, are placed on the arm P, and just the instant the friction between the two parts of the ily-wheel is sufficient to overcome the weights Q the speed of the portion G2 of the drum is checked, which causes the bevel-wheel L to remain stationary on its own axis, and the wheel L2 and pulley L3, being loosely journaled on the shaft E, are caused to turn in the direction of the drum, which elevates the weights Q and moves the bell-crank to the left, which carries with it the cam H and shaft E, to which the said cam is rigidly secured. As the cam His moved to the left the 'cut-away portion thereof gradually diminishes until the end is reached, which is sufficient to keep the ports of the valve in a closed position. As the ports are gradually closed the speed of the machine is decreased until the original predetermined speed has been reachedwhen the wheel L2 and pulleyy 4L3 turn back to their original position, and the weights drop to their original position and carry with them the bell-crank, which latter lcarries with it the cam H and shaft E. To increase the speed of the machine, it is simply IOO IIO

necessary to add more weights to thee-arm I,

and to decrease the speed thereof', it is simply necessary to remove one or more weights.

This machine is verypositivein its'action,

and by actual test no perceptible difference in speed could be observed between the engine when heavily loadedand not loaded at all. One important feature in this case is that when r the friction and weight are balanced the engine will run regularly and smoothly at that point without oscillating backward and forward, and

thereby constantly changing the speed thereof by letting on and cutting off steam.

The friction device or drum G, being weighty, acts as a ily-wheel, and the loose sleeve or pulley L3, on which the 'eh ain N wraps, is, as it were,

hence I would have it understood that I do not l limit myself to the particular form or construction shown and described, but consider myself at liberty to make such changes as come within the spirit and scope of my invention.

Having fully described the invention, what I claim as new, and desire to secure by Letters Patent, is-

1 `The combinatiomwith the valve-stem, of a revolving shaft, atwo-part drum, one portion being provided with a cam rigidly secured tosaid shaft and adapted to actuatethe valve, and the other portion being loosely mounted on said shaft, and mechanism, sub- `stantially as described, for movingthe loosely#- mounted portion of theV drum at a dierent rate of speed from the other portion of the` drum, substantially asset forth.

provided with a cam rigidly secured thereto,

a two-part friction-drum, one part of which is rigidly secured to the shaft while the other part is loosely journaled thereon and adapted to be revolved in the same direction with the said rigid part, but at a greater speed, a bellcrank one end of which is weighted and connected to the mechanism, substantially as described, for imparting the rapid rotary motion to the friction device, while the other end is engagedina collar on the said shaft, the said bell-crank `being adapted, when the friction between the wheel and friction device equals or exceedsthe weights, to move the said shaft with the mechanism secured thereon longitudinally, so as to bring that portion of the cam above the valve-stem,which will admit just enough steam to` equalize the frictionand weight, substantially as set forth.

3. The combinationwith the shaft, of a twopart frictiondrum thereon, and mechanism for moving one part of the said drumat a greater speed than the other portion.

4. The combination, with the shaft of the two-part frictiondrum,` one of the said parts being rigidly secured 'to the said shaft; and provided with a peripheral flange, the other portion being provided with pivoted arms which latter are adapted tobear against the s aid peripheral fiange, and mechanism for rotating the portion of the wheel with the pivoted arms at a greater speed than the other portion thereof, substantially as set forth.

5t The combination, with the shaft E, cam

pulley or` sleeve L3, chain N, weights Q, and. bell-crank R, all of the above parts constructed 8o `H, and means -for imparting a rotary motion A to the said shaft, of the drum G, composed of the parts G G2, arms J, bevel-wheels L `L L2,

and adapted to operate substantially as set forth.V y

`6. The combination, with the shaft E, cam H, drum G, composed of the parts G G2, arms J, bevel-wheels L L L2, pulley `or sleeve L3, chain N, arm I), weights Q, and bell-crank R, adapted to operate as described, of the valvestem T, spring U, and means for imparting a rotary motion to the said shaft, substantially as set forth.

7. The combination, with the casing B, casing-head C, frame D, valve A, valve-stem T, and spring U, the said valvefstem being provided on top with a roller, S, of the shaft E, collar I, cam H, drum G, composed of the parts G G2, arms J, bevel-wheels L L L2, pulley or sleeve L3, chain N, weights Q, bell-crank R, and means for imparting a rotary motion to the said shaft.

In testimony whereof I have signed `this specification in the presence of two subscribing witnesses.

DAVID E. ADAMS,

Administrator.

Witnesses: y

THos. T. WIGHTMAN, y MARSHALL J oHNsToN.`

IOO 

